Auxiliary actuating device for the brake mechanism of an automobile.



HSM 0F AN AUTOMOBILE.

AUXILAEY AGTUATING DEVICE o3 THE B APPLICATION TIL-ED DEG. El, i913.

aented af. 9, 1915.

5 SHEETS-SEEE?) l.

E. A. DIETERIGH.

AUXILIARY AGTUATING DE'V'LGE FOR THE BRAKE MECHANISM 0F AN AUTOMOBILE.

APPLICATION FILED DEC.31,1913,

1,1 31,4%; Patented Mar. 9, 1915.

B. A. DIETERICH. ummm AGTUATNG DEVICE FOR THE BRAKE MEGHANISM 0F AN AUTOMOBILE.

APPLICATION FILED DEG. 31. 1913,

Patented Mar. 9, 1915.

5 SHEETSbSHEBT 5,

bmi

AUXILIAR? T0 all 11:71am. if) may con@ s lle if known that l, limitano A, Disrniziqii, a citizen of the lnitcd es, and a resident ot' the city oi New York. borough of the Bronx. in the countyY of llroiii; and State ot' Xen' loi-l. liave invented nevv and Improved iiuxiliary ctuating lcvice for tbe llrake Mechanism of an Automobile, of ivliicli the following isa fall, clear.A and exact description.

The invention relates to auxiliary actuating devices for the brake mechanism of an automobile, such for instancel s shown and as s described in lbe application Yfor iletters Patl No. SOL/9o?,

ent ot tbe lnited States. Serial filed by ine on 'oveinber 19., 19T) The objc-ct ot the present inventio is to provide a new and improved aux tuatine device ol" ille electrical type trollin the 'oi-alie ineclianisin of an antomobile ov an occupant of a rear seat in tlic cliauil'eui' is absent or the cliautliear Yrails or is incapacitated-to applytbe brakes to stop tbc motor on manipulating tbe auxiliai'jv actuating device. to prevent tlic occupant from applying the brakes as 'lontas be cliaulenr is properljvY attending' to liis drt): and to allon` the occupant to the bralzes in case of an emergenc.,y n'lxolly independent ot tlie clianle.u'.I

ln order to acconnjilisli the desired result use is iliade of a manually-controlled trical ineclianiszn connected with the regular brake mechanism of tlie automobile :unl baring elcctiically controlled operating inca-.ns vextending ivitliin reach of the occupant of tl'ie rear seat of tlie automobile.

1. ctical einbodin'ient tbe invention rcin'csfnted in the accompanying dran'- ines forming:l a part ot' tliis specification. in

.a ninth simnai cnaiacteis oi icicience indicate correspondingT parts in all the views.

Figure l is a side elevation of an automobile provided with the auxiliarj.' brake n'ieclianisui, part of tbe automobile being broken ont and parts being sliovvn in section: Fig. Q is an enlarged sectional side elevation of Dart of tbe auxiliary actuating device; Fig. 3 in a sectional side elevation of the locking and releasing device on the lineV 3`3 of Fig. 4; Fig. 4 is a plan View of tlie sainev with the cover of tbe casing removed; Vig. 5 is a sectional side elevation of tbe saine with the parts in released position; 6 a cross section of the saine on Llie line G-G of Fig. 5; Fig. T is a similar view cic. ation oi tbe parts Ain a ditlercnt posion; ain enlarged sectional lie sliding contacts; .n o iilie locking and n l on the line 9 Si v j. l@ an enlarged tlie stein on tno line 'f il 1s an enlarged sectional side to be actuated by a '/asse Fig. l2 is a lace View i' the emergency switch to be act" ate-il in an yemergency by a passenger on the rear seat; 13 is a sectional side elevation of tbe same; Fig. ll is an enlarged ,ecticnal side elevation the steering 'ivlieel and tlie controlling device mounted tliereon; A l5 is a sec tional plan view of the saine on tbe line l5-5 et il; is a diagrammatic view of tlie elect ical. connections; Fig. 17 a diagrammatic vienv of tlie electrical con nections of a niodl ifo in oi' the auXiliarli7 actuating device; bien ld is a similar View on of ne ignition tl e 'ousli bat-ton er in a :fear seat;

oin the electric connecti circuit will. the r "lie automobile il. illust. e provided with rear seats iii l'o one or more oassci and front seats A2, one of which l 'by the cliaui'leur controlling tbe eering wlieel i3 of the steering device as Well as tlie nsti-al other controlling devices of an automobile including the-emergency brake. levers() bold on; a shaft C provided with an arm C2 connected by a link C3 with a lever C4 pivotally connected by a link C5 with a` lever CG connected wit-li the ends of tbe brake lband C7 operating in conjunction witbstlie peripheral face of the brake Wheel C8 on tbe snalt A3 of the rear or drive Wlieel A'i'o tbe automobile. This brake mechanism is of the usual construction and tbe brake band CT is also controlled by the usual foot under the control of the foot of :die cbauleur seated on the seat A2. is understood that when tlie emergency brake lever C is moved' rearwardly the rod C3 is moved forwardly in the direction of the arrow a to cause the brake band C7 to move in firm braking Contact with the brake Wheel C5 to brake the automobile and thus eventually bring the saine to a standstill. The auxiliary actuating device which forms my invention is shown connected with an al1-ni l) 'extendingupwardly 'from the shaft C (see Figs. l and 2) although the said auxiliary, actua-*Sing device may be connected with other parts of the usual or regular brake mechanism to accomplish the same resultas hereinafter more fully explained. The upper end of the arm D is provided with a transversclyexteading pin D engaging a slot D2 formed in the forward end of a rod D3 extending through a casing E attached to the framework or body of the automobile A. rlhe casing E contains a locking and releasing device F for normally locking the rod D3 in forward position, and when the said device F is actuated the rod D2 is released and is moved rearwardly by a spring device G connected with the rear end of the rod D3 so that a swinging motion is given tothe arm D whereby the shaft C is turned and the link C3 is moved forwardly to apply the brake with a view to bring the lautomobile to a standstill. The spring device G consists of a cylinder G attached to the under side of the bottoinof the body of the automobile A and in the said cylinder is mounted to reci' recate a piston G2 attached to the rear en of the rod D2. A spring Gra is arranged in the front end of the cylinder G and presses against the piston G2 so as to move the same in a rearward direction whenever the rod D3 is released, as 'here inaiter more fully explained. In jor-der to prevent the. sudden rearward movementA of the piston G2 on the rod D3 by the actionof the spring G2 use is made of a rotar-'din g device consisting of a liquid Gr4 illing the cyl-- inder G and adapted to flow from one side of the pis'on G2 to the other side thereof by way of an aperture G formed in the said piston, as plainly indicated in Fig. 2. As the fiowof the liquid through the aperture G5 is comparatively slow, it is evident that the piston G2 moves slowly in the cylinder whenever the rod D3 is released, thus preventing a sudden, jerky application of the,

brake.

' In order te hold the rod D3 1n locked forlward position, the following arrangement is made: On the rod D3 at the front end of the casing lil is 'd a block or shoulder Dby the use of bol D5 which pass through verticallyv-ext' ig slots formed in the block D1 to allow vertical adjustment of the said 'block on the rod D2. The rear end of the block D extends into the casing E (see Figs. 2, 3 'and Il) and abuts against the heel II of anarin H mounted. to swing on a stud H2 attached to thecasing E. ,A spring H3 is secured` at one end 'to the stud H2 and presses at its other end on the arm H so as to normally hold the arm H in locking position relative to the block D", as plainly indicated f Fig Q, and et. The free end of the "--.i d `with a curved slot Il* in fated. to travel a pivot H5 eX- a slot I formed in the I fulcru'ined on a stud I?. The lever I has l leasing the rod D3 and allowing the same to a rearward angular extension I5 terminating in an upwardly-extending arm I4 provided with a transversely-entendinr;t lug I5 on which rests a lug J of a spring-pressed armature lever J of.a powerful electro-magnet J2 held in the casing E. The armature lever J is fulcrumed at J 3 in the casing Eand the said armature lever J is norm-ally in looking position relative to the lug I5, as plainly shown in Figs. 3 and 4, to. hold the lever I in locked position. When the lever Iis in this position the pivot H5 holds the arm H against downward swingingmovement and consequently the rod D3 is held locked in forward position. When the electro-magnet J2 is energized, as hereinafter more fully explained, then the armature lever J is attracted and hence swings forward and in.

doing so the lug J movesout of engagement vWhen this takes place Vthe rearward pull on the rod D*PS exerted by the' spring G3 causes the block Dl to swing the arm H downward into the position shown in Fig. 5, thus remove rearward by the action of the spring G3. This rearward movement of the rod D3 causes a rearward swinging of the arm D so that the shaft C is turned and the brake is applied as previously mentioned. It is understood that when the rodD3 is in locked position, as shown in Figs. 1 2, 3 and 4, then the chauffeur can manipulate the emergency lever C in the usual manner without affectfor turning the shaft C to apply the brakes io the same as if the chauHeur had moved the lever C rearwardly. The energizing of the electro-magnet J2 is controlled by apassenger in a rear seat A by the use of a switch K in the form of a. push button,A or by4 an 110 emergency switch L, both switches K and .l "-,I being arranged in the back of the forward" seat A2 so as to be within convenient reach of a passenger in the rear seat A, as will be readilyl understood by reference to'Fig. 1. Closing of the switch K is however ineffective relative to the energizing of the ele'fctro? magnet J2 as long as the chauffeur is on the seat and attends properly to his duties and for this purpose use is made of a shut-out device under the controly of the chauffeur.' This device is `arranged as follows: A rim N is arranged above the rim B of the steering wheel. B and is adapted to beseated in an annular recess B2 (see Figs. 14, 15, 16 and 17) formed in the top of the rirn`B. The controlling rim N is provided withelugsl l l niounted'to slide in openings B2- formed in the rim B, and thelowei ends of the lugs N. are attached tothe outervends of the ing the locked rod D3 as the pin D of the 100 Y. B2 when having spokes N2 located within the hollow spokes B* of the steeringwheel B. and the said spokes N2 radiate from hun or sleeve N3 mounted to slide on the shaft B5 of the steering wheel B. The hub N3 lits into a caanr ber B formed in the upper end or". the stall B7 of the steering wheel. and the lower end of the said hub N3 p on by a spring N4 seated in the bottom of the chamber B, as plainly shown in Fig. ll. The tree ends of the spokes N2 project into apertures B* formed in the rim D and by the arrange'- i) ment described the cliautlieur can readily press the rim N downwardly into the seat hold of the rim B of the steering wheel B. As soon as the chaulleur releases the rim B and consequently the rim N then the spring Nt forces the rim upwardly into the posit-ion shown in Figs. le, 16 and 17.

The hub N3 is provided n'ith an insulated Contact plate N2 at all times in contact with an insulated contact N held in the wall ot the chamber B6, and the said plate N5 is in engagement with an insulated contact NT at the time the rim N -is in an upward position, and the saidcont-act plate N5 is adapted to move into `engagement with an insulated Contact N2 at the time the rim N ispressed downward into-the seat B2. The contacts N", N2 'are held in the wall of the chamber B the same as the Contact N, and the said oontaotsNe, Y? and NS are electrically connected with electro-magnets O d O mounted in the casing E, the connection being arranged as follows: An armature le ver O2 is fulcrumed at its middle at 02 on a frame E mounted in the casing7 E. and the said armature lever is provided with armatures Ot, O5 in juxtaposition to the cores of .the'electro-magnets C. the arrangement being such that when the armature lever O2 is in the position shown in Fig. 6 the armature O5 is attracted bythe energizedelectromagnet O while thev armature Oi is held out of engagement with the electro-magnet O. When the electro-magnet O is denergized and the electro-magnet O energized. alswinging motion is given to the lever O2 so that the armature. @i is in engagement with the core of the electro-magnet the armature O5 is out ot engaH lent w1. .h the core of the electro-maanet il'. The

f armature lever O2 is provided at the end the ignition circuit.

-neXt to the electro-magnet O with twg mor Pi att-ached to the armature lever/G2 and ngaging a head l?5 held on thc l'upper end ora rod PG mounted to slide in the frame E. A spring BT is coiledon the rod P and rests its upper end on the frame ll and presses with its lower end on a collar PS attached to the lower end of the rod Pf. The mouth of the cup l is somewhat contracted to rmly engage the spherical head l. and when the armature lever O2 rocks, the upwardly-moving' end thereof causes thc cup l to carry the head P5 and the rod P along until the upwardly-moving ond of thc armature lever nears its uppermost position and at this time the spring Pl is sutliciently compressed to overcome the friction between the vcup P4 andthe head P5 to disengage the cup P* from the head .P5 thusbreaking the circuit. It will be noticed that by this arrangement the movable contacts P, P are broken at the time the ri ght-hand end of the armature lever 02 nears its uppermost position, and likewise the contacts P2, Ps are broken at the time the left-hand end of the armature lever O2 nears its uppermost position. By this arrangement the circuits are not broken until the armature lever O2 has nearly complet .-d its stroke in one direction or the otherU. It will be noticed that by breaking the .intacts P, l and B2, l as described the b v ttery J is not unnecessarily7 run down. "l he switch K is provided with the usual spring-pressed Contact K adapted to be moved into engagement with contacts K2, lig whenever the member K is pressed by a passenger in the rear seat. The emer- ,gency saitch L is provided with a casing L (see Figs. l2 and 13) having a ,glass front L2 against the inner face of which abuts the stein L3 of a contact L4, but the said stem L3 pressed on by a spring` L5 to normally hold the stem L3 against the dass front L2. and

to hold the contact L4 normally out of engagement with the contacts LC, L7 arranged in' the casing L. ow in oase of an emergency a. passenger in the rear seat A breaks the dass front L2 thus releasing the stem Ll and allowing the spring L5 to move the contact L4 into engagementwith the contacts L, L7.

Ou the rod D3 within the casing E are secured insulated contact plates S and S. of which the plate S is normally in engagement with contacts S2, S3 held on the insulated arm S* attached to the inside of the casing E (see Fig. el). The other pla-te S is in engagement with contacts S2, SG held on the arm S* above mentioned. It is understood that the normal position ot the rod D3 above referred to is the one in which the said rod D3 is held locked in a forward position by the arm H. as previously explained.

lVithin the casing E is arranged a bracket E2, of Yhard rubber or other insulating material, and on the said bracket are secured bearings E3 in which are mounted to slide 'rods T and U, ot which the rod T is pivotally connected with the arm D, as plainly' indicated in Fig. 2. The rod U is pivotal'ly connected with an arm Y held on the shaft V of the lever V2 of the change speed gear mechanism. The rod T is provided with an insulated contact T normally in engagement with contact-s T2, T3 mounted on the bracket E2. The rod-U is provided inside of the casing E with insulated contacts U', U2 otwhich the 'contactU is at all times in contact with contacts U3, U4 held insulated on the bracket E2.l The contact U2 is `normally Ain contact with contacts U5, UG

held on the bracket E2. that when the rod T is shifted its contact T moves out of engagement with the contacts T2, T3, and when 'the rod U is shifted the contact U is in engagement with the `con tacts U3, U4` while the contact U2 moves out of engagement'with the contacts U5 and U".

The electric circuit of the electro-magnet J2 contains a battery or other source of electrical energy J4 preferably placed under the front seat A2, as indicated in Fig. 1. One electrode of the battery J 4. is connected with a wire l connected by way of a binding post 2 with the electro-magnet J2 (see Fig. 16). The other electrode of the battery J* is con-A nected by a wire 3 and binding posts 4t, 5 and 6 with the contact N6 on the steering device. The contact N7 is connected by a wire 7 and a binding post 8 with the movable :contact P2 to connect by way of the armature lever with the movable contact P2 connected by wire 9 with one end of the electro.

magnet O,r the other end of which is connected by a wire 11 with the electro-niagnet J 2 at the wire 1. The wire 10 is also connected by a wire 11 with one end of the electro-magnet O', which has its other end connected by a wire 12 with the movable contact P connectedwith the movable vcontact P at the time the amnature lever O2 is in the position shown in Fig. 7, and the movable contact P is connected by a wire 13 and a binding pest 14- with the contact NS.

-The electric circuit for the switch K is arranged as follows: The binding post 5 previously mentioned is connected' by a wire 15 with the contact K2 of the switch K, and a wire 16 connects the other contact K2 by Way of a binding post 17 with the contact T2 normally connected by the contact T with the contact-T3. The contact T3 is connected by a wire 18 with the switch Q connected with the switch Q at the time the arma turel lever O2 in F i g; 7, and the said switch Q is connected by a rwire 19 wit-h the end of the electromagnet J2 opposite the one .connected with the wires 1 and lOl The electric circuit for the emergency switch L is arranged as follows: The contact It will be noticed` is in the position shown LG is connected by a wire 2O and a binding post 21 with the contact S2 normally connected by the contact plate S with the con` tact S3. The contact S3 is connected by'a4 wire 22 with the wire 19 and hence with the electro-magnet J2. The contact L7 is 'connected by a wire 28 with the wire 15 previously mentioned.

The ignition circuit for the igniting device of the motor-is arranged fellows: The positive wire 24 of the ignition' circuit is connected with a binding post' arranged on the bracket E2, and the wire`2-i leads from the binding post 25 to both contacts U3 and U5, of which the contact U3 is at all times in 'engagement with the contact U4 as previously mentioned, and this contact U* is connected-by ay wire 2G with the switch R3 connected withiivthe contact R2 at the time the switch lever O2. is in the position shown in The switch R2 is'coI1- nected by a wire' 27 with the contact normally connected by the' contact plate S with the contact S6, and this contact plate S3 is connected with the negative wire" 2S of the ignition circuit by wai-yY ot the iiinding;'posty 29. The switch R2 is also 'connected by a wire 30 with the switch lt and the latter isconnected with the switch R at the time thev armature llever O2 is in the position shown in Fig. 7 and the switch R is connected by ai..

wire 31 with the contact UG normally connected by the contact U2 with the Contact U5 connected with the wire 24 as previously the lwacket E2, as plainly shown in Fig. 4.

The operation is as followstlhen vthe rim N is in uppermost position the electro-inagnet O is energized so that the armature le ver O2 'I Loves into the position shown inv Fig. i

7, it being understood that when the rim N is in the upg ,-rmost position the Contactk plate N5 1s an engagement with the contacts NG and N2. rThe circuit for the electromag ing posts 6., 5, 4, battery J and wiresl and 10, electro-magnet O, wire 9, movable coni explained. The several binding posts 2, 4, 5. 6, 8, 14, 25, 29, 17 and 21 are mounted on" A net O is now closed by wayof wire 3, bindtacts P3, P2, wire' 7 and binding postl 8 to contact N7. Now when the 'push buttonK is pressed by a passenger on the rear'seat A', and the contacts 1x2, K3 are connected with each other, then the circuit is closed and the electro-magnet J 2 is energized to attract the armature J with a view to release the rod D3, as previously explained, so that the vbrake 'is' applied. It is understood 'that when the circuit for the switch K'is closed the battery J* is connected by wayof the wire 3, binding posts 4 and 5, wire 15 to contact K2 connected by the member K with the contact K3 connected by wire 16 y for high, low or reverse speed and starts the car` then the auxiliary actuating device is circuit for the electro-magnet 0 is closed' by Way of' fthe contact NS, wire '13, switches R2, Rwire 9, electro-magnet O, wires 10 and 1 tobattery J4 and by wire 3 to contact N6. It is understood that when the electromagnet O .is thus energized the armature lever O2 swings'intothe position shown in Fig. 7. The circuit of the electromagnet'* 'J2 is now still further broken at the switches R2, R3 owing to the change of the position .of the armature lever O2. ,''When the chaufteur-now actuates the lever V2 in either.` dlrection and throws the gearing in mesh not applied as long as the rim. N is kept in fthe pressed position although either of the contacts U1", U1l or U7, Us of the shifted ro'd Uf have moved into engagement with the tiXedeontacteU. ,In case the rim N is now released by the chauffeur while the automobile is running then. the auxiliary actuating device is released to apply the brake with a view to bring the automobile to a standstill. It is understood. that when the rim N is released the circuit for the electro-magnet J 2 is closed by way of wires -3, 40,contacts U10, U9, U11 or UT,`U9, Us,

Wire 41, contact 'l", T', 'Io and wire L12 to sliding contacts P3, I2 and wire 19 to electro-magnet J2 and wire 1 to battery J t. The electro-magnet J 2 is new energized to cause applying of the brake as above mentioned. It will be noticed that in case the chauffeur releases the depressed rim N while the car is in motion, the auxiliary actuating device is released and the brake is applied so that theautomobile will be brought to a standstill.

For electric power-driven vehicles, the ignition circuit is connected with the release rod D3 (seeFig. 18) and the source of electrical energy of the motor is also used for the circuits of the. actuating device instead 2. In anautomo ile, the combination ofV the' usual brake mechanism, tl-fe usual steering mechanism, a spring-pressed actuating device connectedw ith the said'brake mechanism, a .locking mpchanisni for normally locking the said actuatingrdcvice while the latter is und'er the tension of its spring, an electrically-controlled releasing device for the said locking device, and including an i .lectri'c passenger switch under the control ling the said passenger switch ineiective.

y 3. In an automobile, thel coinbinationof the usuel. brake mechanism, the usual ingl mghaiiism, la spring-pressed actuating devicelcognected with the said brake mechanism', .a 'locking mechanism for normally lockingf-the said actuating devicey while the latter is under the tension of its spring, and

an .electrically-controlled releasing device for thc said locking device, and including an 4electric emergency switch under the control of a passenger-in a rear seat of theautoinobile t'o actuate the said releasing device.

In an automobile, the combination of the Yusual brake mechanism, the usual steering mechanism, a spring-pressed rod" connected with the said brake mechanism, a locking device for locking the `said rodV against movement while under the tension of its spring, anelectric releasing device including an electro-magi` it having an armature for unlocking the said locking device, an electric switch under the control of apassenger, and an electric switch under the con trol of the chauffeur and associated witht'he said steering mechanism to be actuated when the chauli'eur takes hold of or releases the steering wheel. of the steering mechanism.

5. .ln an automobile, the combination of the usual brake mechanism, the usual steering mechanism, an auxiliary actuating device connected with the said brake mechanism, a locking device for the said actuating device, and an electrically-contrclled releasing device for the said actuating device, the

said releasing device having two switches, oitl which one is under control fa passenger and the other is under the control of the chaui'eur and 1s associated with the steering mechanism lto render the passenger 'switch ineffective as long as the chauffeur hasgcontrol of the steering mechanism.. L

l6. An auxiliary actuating device for the brake mechanism of an automobile, comprising a spring-pressedrod connected withl the brake mechanism, a'locking lever engaging the said rod to hold the same norniallyin lll locked position while 'under the-tension of its spring, a releasingvlever engaging the said locking lever, an electro-magnet hirving' an armaturenormally holding the said rer leasing lever in more or less active position,

an'electric circuit for the said electro-magnet, a passenger switch in the vsaid circuit, a controlling switch in the said circuit and under the control of the chauffeur, and an electric cut-out device for the said passenger switch and controlled by the said controlling switch.

7. An auxiliary actuating device for the' its spring, a releasing lever hialie mechanism` nfl-wiring device brake mechanism of an automobile, comprising a spring-pressed rod connected With the brake niechanisin, a locking lever engaging the said rod to hold the saine normally in locked position While under the tension of engaging the said locking lever, an electro-magnet having an armature norinally holding the said re vleasing lever in more or less active position,

an electric circ Ait for the said electronic net, al passenger .switch in the said circuit,

a controlling switch in the said circnit and under thc control of the chaut'cur, and an electric cut-out vdevice for the sani passenger switch and controlled by the said controlling switch, and an emergency switch in the said ciruit and under the control of a passenger' to energize the said electro-magnet inde-- pendently of the said controlling switch.

8. in auxiliary actuating device for the brake mechanism oit' an automobile, cornprising a spring-pi` i rod connected with the bralie mechanism, a locking lever engaging the said rod Ato hold the saine nornially in locked 'position ivhile under the tension of its spring, a releasing lever engaging the said locking lever, an electromagnet having an armature normally holding the said rele-asino' lever in more or less active position, :in electric circuit for the. said electro-magnet, a passenger switch in the said circuit, a controlling switch in the said circuit and under the control er' the cliautleur, electric cut-out device for t said passenger switch and controlled oy said controlling switch, and circuit breaker in the said circuit and having fixed contacts and movable contacts held on the said roo. to break the circuit on the release of the rod.

9. An auxiliary actuating device for the brake mechanism or an automobile, comprising a spring-pressed rod connected with brake nieclianisn'i, a locking lever engagiA g the said rod to hold the same normally in locked'positien while under the tension. ot

y' holdin leasing lever in ini or less cetro-inagssvitch ij the said circuit. a controlling s 'itch in the said circuitnnd under the conti-ol of the chaueur, anelectric cut-cut device for the said switch and controlled by the said controlling switch, and a circuit breaker in the said circuit and connected with the loi-alie mecha nism to hrealr the circuit after the. red is released.

l0. An auxiliary actiiiitig illwice tor the oi-alie niecliiuieni. of an aiitoiuohile. ing a spring-pressed rml connect i,

net, a passenger ing the said rod against willie y pressed passenger ni n leere-magnet having an armature engaging t ie said releasing lever to hold the latter normally against movement, an electric circuit for the said main electroinzigiiet and connected With a source of electrical energy, a passenger switch, a springi nicvahle on the'steering Wheel oi',r the ainioinchile and provided with Aa switch, noir or' electro-magnets having a *f an electric circuit connected with the said riiii switch and the said pair of f cctro-iiiagnets, and an electric circuit for :l ne said passenger switch and connected with the said pair of electro-inagnets.

l. An auxiliary actuating device for the brake mechanism i cinautoinohile, Iconiprising a spring-pressed rod connected with the l'iz'alie mechanism, a locking device for locking rho said rod against nioveinent While unil/.ir the tension of spring, a releasing leieil tor the san? oel ing device to norn device in locking aciet having an against inovenient, an electric ciriJ c the said niain electro-magnet and conne reu with a source of electrical energy, an emergency switch, and an electric cV 'rit controlled by the said emergency svvitcf; and connected with the said electro-magnet it.

l. An auXil ',.f ing device for the brake nieclianisni or an automobile, coinnrisan arm held on the` emergency brake y provided with a pin engaging the si end, locking lever engaging the said rod to hol? latter normally in lo'i-.e Position rnder the tension of t i rr having a pivotal sind locking lever, an 'inature lever enng l ver to hold the l sed position, an electro-magnets, aid fircuit.

otnating device for the an automobile, comprisend, an arin held on the emergency brake shaft and provided with a pin engaging the said slotted end, a locking lever engaging d 'the latter normally 1n" locked nosition n'lriennder the tension of.

the said rod to releasing lever ringpressed rod having n slotted' a spring-pressed rod having a slotted los , a switch to close the said circuit, and means to break the said circuit after the rrod is 15. In an automobile, ya normally locked actuating device for the brake of the automobile, a controlling rim .on the steering wheel of the automobile, a releasing device for the said actuating device and connected f with the said rim and with the speed gear changing mechanism of the automobile so that when the said speed gear changing mechanism is in active position and the said rim is released the releasing device releases the said actuating device for the latter to apply the brake.

16. An auxiliary actuating device for the brake mechanism of an automobile provided with a spring-pressed rim movably mounted on the rim ot' the steering wheel, electric cii'-,

cuits having three spaced contacts at the steering wheel and a Contact plate on the said rim' to connect-one of the said contacts with either of the other two contacts on pressing or releasing the said rim. y,

17. An auxiliary actuating device for the brake mechanism of an automobile provided with a steering wheel having an annular seat in the top of its rim, a controlling rim adapted to be seated in the said seat, and a spring for normally holding the controlling rim .od its seat.

18. An auxiliary actuating device Jfor the brake mechanismv of an automobile provided with a steering Wheel having an annular scat in the top of its rim, a controlling rim adapted to be seated in the said seat and provided with spokes and a hub mounted to vslide on the steering wheel shaft, and a spring pressing the said hub to normally hold the controlling rim oil'l its seat.

19. An auxiliary actuating device for the brake mechanism of an automobile provided with a steering Wheel having an annular seat in the top of its rim, a controlling rim adapted to be seated` in the said seat and provided with spokes, a hub mounted to slide un the steering wheel shaft, a spring pressing the said hub to normally hold the controlling rim oli.' its seat, a contact plate held insulated on thc said hub, and' a series applying position.

of spaced insulated contacts of which one is at all times in enga-gement'with the saidA tacts on pressing and releasingpthe said con-y trolling rim.. l Y l 20. An auxiliary actuating device fory automobiles, comprising a brake applying device, a locking device for normally holding the said brake applying device in inactive position, a releasingdevicev for the said locking device and including an electromagnet, an electric cut-out device, av switch at the steering wheel of the automobile, a passenger switch, and electric circuits connected with the said electro-magnet, the said cut-out device and the said switches;

21. An auxiliary actuating device for automobiles, comprising a'brake applying.

device, a locking device for normally holding the'said brake applying device `in inactive position, a releasing device for the said locking device and includingian electromagnet, an electric cutout device, a switch at the steering wheel of the automobile, a

vpassenger switch, a passenger emergency switch, and electric circuits connected'with the said electromagnet, the said cut-out device an'd the said switches.

22. *fijn Aauxiliary actuating device for` automobiles, comprising `a brake applying device,a locking' device fornnrmally holding the said brake applying device in inactive position, a releasing device JforA the said locking device and including an'electromagnet, an electric cut-out device, a switch at the steering wheel of the automobile, a passenger switch," a speed gear switch, and

electric circuits connected with the said eleci tro-magnet, the said cut-out device and the said switches.

device, a locking device ing the said brake appl 'ing device in inbrake applying or normally holdl active position, a releasing Idevice for the said locking device and including an electromagnet, an electric cut-out device,'a switch at the steering'wheel'of the automobile, a

passenger switch, electric circuits connected with the said electro-magnet, the said 'cutout device and the said switches, and circuit breakers to break the Qircuit after the brake-applying device has movedinto brake- In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

I EDWARD A., mE'rER'on', Witnessesz- THEO. G. Hosrnn, Guo. H. EMsLm. 

